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Aviation History
1957
1957 - 1561.PDF
25 October 1957 649 (1) Dielectric nose-cap (2) Scanner mountings (3) lee-detection unit (4) Electronics bay doors (5) Production break-lines M) Cockpit floor line(7) Martin-Baker Mk 4 seats (8) Tempered glass 1in thick (9) Forged magnesium canopies (10) Radar scope viewing hood (11) Boundary-layer bleed air (12) Perforated intake wedge (13) Tie-bar stabilizers (14) Nose undercarriage leg door (15) Door over nosewheel bay (16) Landing and taxi lamps (17) Steering cylinder (18) Scissor link (diagrammatic) (19) Air-conditioning discharge (20) Frames assembled on ducting (21) Weapons bay bracing tubes (22) Integral fuel tank (23) Wing/centre fuselage joint (24) Forged and machined spars (25) Wing central torsion box (26) Multiple fin anchorages (27) Rudder hinges on starboard side (28) Dual pressure heads (29) Dielectric fin tip (30) Dielectric spine skinning (31) Blow-off valve through shroud (32) Saddle oil tank under shroud (33) Engine combustion section (34) Engine turbine section (35) Afterburner fuel gallery(36) Nozzle actuators (37) Engine front mounting (38) Engine rear mounting (39) Braking parachute box (40) Weapons bay limits 41) Armament-pack hinges 42) Air brakes (2)43) Wheel-well door Skewed hinge Back-stay Telescopic side-stay 4445 46 47) "Liquid Spring" units 48) Sliding lower leg 49) Ultra-high-strength steel 50) Collapsible tie (see p. 652) 51) Anti-pitch brake links 52) Shock-absorber recuperator53) Rigid brake piping 54) Leg doors parallel to hinge (55) Main retraction jack (56) Integral fuel tanks (57) Machined skin panels (58) Conical camber and "dog-tooth" (59) Ailerons (60) Elevators (61) Schematic control system (62) Full-span piano hinge (63) Navigation lights(64) Fairing over wing-break (65) Titanium skinning (66) Floating duct (67) Duct rises over weapons bay (68) Wedge contains air outlets (69) Ovality of frames for (70) (70) Powerplant accessories (71) Upper linkage fairings(72) "Saw-cut" channel AVRO CF-10S ARROW Mk 1 (Two Pratt and Whitrwy J75 turbojet* with aft«rburn«r.) Basic data: Span, 50ft; overall length, 77ft 9.65in without nose probe, approximately 83ft 2in with probe; height on ground (mean values, dependent upon loading), 21ft 3in to tip of fin, 14ft 6in to top of pilot's canopy; main undercarriage track, 25ft 5.66in; wheelbase, 30ft 1in. Estimated areas: gross wing area, 1,550 sq ft; net wing area, 1,085 sq ft; elevators, 146 sq ft; ailerons, 88 sq-ft; fin, 145 sq ft; rudder, 48 sq ft. Gross weight, over 65,000 Ib. Performance (estimated); Design Mach number, more than 2. (A clue to this value is provided by the intake design. Each of the vertical intake wedges appears to have an included angle of some 11 deg, while the Mach line back to the intake lip, upon which the inclined shock may be expected to be focused, has an angle of 35 deg. When these angles are inserted in standard curves the resulting free-stream Mach number for a perfect gas works out to 2.35. At the tropopause Mach 2.35 is approximately 1,555 m.p.h.) The service ceiling may be expected to be at least 70,000ft; a figure of "13 miles" has been mentioned. This height should be reached in little more than four minutes. The Arrow is designed to operate from existing R.C.A.F. airfields. Engine data: Pratt and Whitney J75. Two-spool (split-compressor) turbojet, the compressor having nine low-pressure stages and seven high-pressure stages, respectively driven by two-stage and single-stage turbines. There are multiple annular flame tubes in a common combustion space. The accessories are grouped under the compressor and the saddle-type oil tank, housing some 8 U.S. gal, is mounted on top. The afterburner has multiple spray bars and flame-holders, and the propulsive nozzle is of variable area, there being 12 individually operated segments in the Arrow unit. Installation diameter, about 58in; basic diameter, about 45in; overall length, about 290in; dry weight, about 7,000lb; mass flow, about 250 Ib/Mc; pressure ratio, 12.5:1; maximum rating, 16,500 Ib dry, or 24,000 Ib with reheat. ;rief period which elapsed between the first release ofdrawings for the Mk 1 aircraft and the completion, and subsequent ceremonial "roll-out," of the first Mk 1 onOctober 4. Avro's contract made provision for the manufacture of a small batch of Mk Is, and these areat present in various stages of construction. Produc- tion tooling has been used from the outset and shouldproduction be ordered it will undoubtedly build up in Cook-Craigie fashion. The tooling methods adoptedby Avro can be described in some detail, and are of exceptional interest; but it is appropriate first to outline thegeneral characteristics of the CF-105 itself (the aircraft was named Arrow early this year). Probably the most fundamental foundation upon which adesigner plans a new aeroplane is the type of wing which is chosen. As already noted, Avro's preliminary design office, underJim Chamberlain (now chief of technical design) adhered through- out to the delta. The Arrow wing is, however, in no way relatedto that of the other Hawker Siddeley Group deltas, the Javelin and Vulcan. The British deltas are subsonic aircraft, and the Arrow is the first supersonic design actually to be completed bythe Group, the Gloster "thin-wing Javelin," Avro (Manchester) 720 intercepter, Avro 730 bomber and Avro 731 research air-craft projects all having been cancelled while in the development fn' the initial stages of the design Avro aimed at the veryambitious thickness/chord ratio of 3 per cent, a ratio lower than that of any Western aeroplane yet to take the air. It soonbecame clear, however, that the percentage would have to be allowed to rise, even if only slightly, if the main undercarriage
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